Shock absorber or stabilizer for motor-driven vehicles



Sept- 10, 1929 w. s..cAMPBE| L l1,727,746

SHOCK ABORBER OR STABILIZER FOR MOTOR DRIVEN VEHICLES Filed JanfA 17. 1925 ml] m\ Il ""NIIII/ Hum Patented Sept. 10, 1929.

WILLIAMS. CAMPBELL, or NEWARK, DELAWARE.

SHOCK ABSORBER OR STABILIZER FOR MOTOR-DRIVEN VEHICLES. l

Application led January The object of my invention is to provide a shock absorber or stabilizer `for motor driven vehicles which will operate to minimize the vibrations arising from'the travel of `the vehicle over a roughfroadway or elevations or depressions in `any roadway. Such vehicles comprise axles and a frame, chassis or body supported thereon by means of springs which, inthe passage of the wheels over an irregular surface, will more or less cushion the shock that would otherwise be transmitted to the frame. The supporting springs will not, however, instantly return to their nor mal (at rest) condition, but willflex back and forth and transmit a multiple yvibratory movement to the frame with more or less shock on each return movement of the springs toward normal position. It is advisable vtherefore to minimize this'secondary vibratory movement and to restore the springsto normal condition with the least possible shock.

To this end I have devised a shock absorber or stabilizer, one preferred `embodiment ,of which is shown in the accompanying drawings, in whichm Fig. l is a side viewofa part ofthe frame (chassis or body), lthe casing in which the stabilizing contrivance is enclosed, and --the connections from such contrivance to the axle. Fig. 2 is a longitudinal section through said casing.

Fig. 3 is a sectionfon the-line 3 3 of Fig. 2. Fig. Llis-a section on the line lf-4 of Fig. 3. Clamps b and c are secured to the axle a by means of a bolt ai engaging abutting flanges on the clamps. One of theclamps `forms an arm to which is pivoted the lower end of a rod e, whoseupperend is pivotedito an arm f 40 secured to a shaft g. Shaft g projectsinto a casing composed ofa base plate `v1 and a cover plate h. Base plate i is provided with a web j which engages the vehicleframe 7c3-the plate secured to the frame vby means of a bolt m. Cover plate It is secured tobase plate z' by means of bolts n.

Shaft g, whichprojectsthrough casing Inc',

and turns inbearings therein, carries a cam o within fthe casing. The upper and lower sides of thecam are flat. The endsare con- 17, 1925. y'serial No. 2,995.

ivexly curved and mergeinto ythe flat sides; the curve uniting` thefends and sides being on radii shorter than the distance from such curved surface to the center of the shaft. Applied to oppositeflat faces of the cam 0 are leaf springs p, p, each of `which comprises a number of flat flexible and'elastic leaves extending substantiallyentirely across the casing. The ends of springs p, p are held from moving outwardin a direction perpendicular to their vdirection oi extension 'by 4means of members 1', which are shouldered to provide seats for the ends of springs s, s. Each of the latter springs comprises (preferably) apluf ralitylof flexible and elastic leaves extending j parallel to springs p, @but spaced therefrom y seats 1'; springs 8 being heavier, or iless ilexible and elastic, than springs p. Webs t on the casing hold the ends of springs s on their seats.

In theoevent of any verticalmovement of frame k rela-tive to axle a, shaftg `(by reason f of its connections f, e and d with the axle), turns on its axis,causing cam a to turn from the normal position shown in Fig. 2 and f throw springs p, p into tension. `The more thesprings vp are distorted from'their nor-i mal llat con ition,the greater their resistance. Their resistance finally becomes' strong enough kto oppose 'further movement of the cam and then (as the force tending toturn the cam diminishes or ceases) to restorethe cam to normal position. The' cam, by reason .of the momentum acquired on its-return Inove-` ment, may ride somewhat beyond the center andgcause aminorsecondary expansion ofthe springs; ybut' it is obvious that the action of the camisa snubbing raction andv that the springs tend tobe speedily restoredto their normal'llatfcondition. Consequently the secondary up .and down vibrations ofthe vehicle frame on the axle are minimized andthe yshock ofthe original impact absorbed speedily and with the least possible strain on the axle and' frame and with the least possible discomfort to assengers. f ll; is 'intended that vibrations of lesser strength or amplitude shall be absorbed by the springs p, p and the regular vehicle springs. *Howeven in the case of vibrations of major strength or amplitude, the springs p, p will be distorted to such degree that they o will engage and flex the springs s, s, which,

however, are more resistant and therefore oppose a more nearly unyielding force to the further turning of shaft g and therefore act, cooperatively with springs p, p, to Vquickly reverse the turning Ymovement of the shaft and its restoration to its normal position.

Having now fully described my invention, what I claim and desiretoprotect byLetters Patent is: Y u f l. A shoclr absorber or stabilizer for motor driven vehicles, comprising a supporting element, a shaft journaled in the supporting element, a cam on the shaft, leaf springs on op posite sides of thecain, auxiliary springs;

spaced from said leaf springs, means on the supporting element for holding the leaf springs in contact with the cam, a lever connected to theshaft, -,means for fixedly. con-i nectingthe supporting element to the frame.

of avehicle and means for pivotally connecting the free end of the lever to the axle of the vvehicle.

2. A shock absorber or stabilizer for motor driven vehicles com risin a casina a shaft 7 f .w l Journaled inthe casing, acam onsaid shaft, a leaf s rinU on each side of the cam a second spring `ad] acent to, `but'spaced from each of thelirst springs-and arranged to be brought.-

into-action after the'lirst springs have been flexedto a lpredetermined extent by the cam, means iny the casing ,e for supportingVv the springs, a lever connected to the shaft, means for iixedly connecting the casing tothe frame of a vehicle, a link connected to the free end ofthe lever, the otherlend of the link being arranged to be pivotally connected tothe axle gof the vehicle y 4 3. A shock absorber or stabilizer formotor driven vehicles kcomprising a casing, afshaft journaled inthe casinga cam onlsaid shaft, aleaf spring on each side of the cam, a second leaf spring adjacent' to each of the i'irst springs, abutments in the casing forthe ends kof each of the last mentioned springs, spacers between the ends ofeach'of the last mentioned springs and the ends of each of the first men- I,tioned springsadjacent thereto,'the arrangement being such thatthe second springs are not brought into. action vuntil after the first springs have been flexed to a -predetermined degree bythe cam, `a leverconnected to the shaft, and means for connecting the casing and free end of the'lever tothe frame and axle of a vehicle.

springs from the frame, acam on the shaftto normal positionand minimize secondaryv vibrations.

5. In a shock absorber or stabilizer for motor driven vehicles, the ycombination with the frame and axle of the vehicle, of a shaft, means between the axle and shaft to effect turning ofthe latter in the movement of the frame relative to the axle, springs on opposite sides of the shaft, means to support ksaid springs from the frame, a cam on the shaft adapted toactuate said springs to throw them .into tension in the turning of the shaft in either direction from its normal position of rest,and other relativelyheavy springs adapted, when the other and lighter springs are ithrown into tension beyondv a predetermined degree, to be also thrown into tension and sup.- plement the action of the lighter springs in the restoration of the shaft to normal posi# tion. f y f 6. In a shock absorber or stabilizer formotor driven vehicles, the combination with the frame and axle of the vehicle, of a shaft,

means between the axle and shaft to effect turning ofthe latter in the movement of the frame relative to the axle, a cam on the shaft, a casing secured to the frame, two relatively light leaf spring structures carried by the casing and positioned on opposite sides of the cam, and two relatively heavy leaf spring l structures carried bythe casing and between which and the shaft the relatively light leaf Y spring structures are respectively positioned,

the lighter leaf spring structures, in the move* ment ofthe frame relative to the axle, being thrown into tension by the cam and thereby acting as snubbers and adapted, under heavy vibrations, to .engage and throw into tension the relatively heavy leaf spring structures, which then act as more powerful snubbers.

7. In a shock absorber or stabilizerfor motor driven vehicles, the combination with the frame and axle of the vehicle, of a shaft, means between theaxle and shaft to effect turning of the latter in the movement of the frame relative to the axle, springson opposite sides of the shaft, means to support said springs from the frame, a cam on the shaft adapted to actuate said springs to throw them y into .1 tension in thefturning of the shaft in n 4. In a shock absorber or stabilizerfor motor driven vehicles, the combination with the yframe and axleof the vehicle, ofj a shaft, means between'the axle and shaft to effectv either direction from fits normal position of rest, and other relatively heavy springs also supported fromthe frame and adapted, un-

frame, 'seatsl supporting the ends of theV heavier springs and also restraining the ends of the lighter springs from displaee nient, and Webs on the casing holding the ends of the heavier springs on their seats.

In testimony of which invention, I have hereunto set Iny hand, at N evvark, Del., on this tenth day of January, 1925.

WILLIAM S. CAMPBELL. 

